US4873946A - Two-cycle internal combustion engine - Google Patents

Two-cycle internal combustion engine Download PDF

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Publication number
US4873946A
US4873946A US07/230,141 US23014188A US4873946A US 4873946 A US4873946 A US 4873946A US 23014188 A US23014188 A US 23014188A US 4873946 A US4873946 A US 4873946A
Authority
US
United States
Prior art keywords
intake port
piston
compression chamber
protruding edge
fuel mixture
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
US07/230,141
Other languages
English (en)
Inventor
Isao Masuda
Takashi Fukuoka
Fujio Kobayashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kioritz Corp
Original Assignee
Kyoritsu Noki Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kyoritsu Noki Co Ltd filed Critical Kyoritsu Noki Co Ltd
Assigned to KIORITZ CORPORATION, 5-1, SHIMORENJAKU-7-CHOME, MITAKA-SHI, TOKYO, JAPAN, A CORP. OF JAPAN reassignment KIORITZ CORPORATION, 5-1, SHIMORENJAKU-7-CHOME, MITAKA-SHI, TOKYO, JAPAN, A CORP. OF JAPAN ASSIGNMENT OF ASSIGNORS INTEREST. Assignors: FUKUOKA, TAKASHI, KOBAYASHI, FUJIO, MASUDA, ISAO
Application granted granted Critical
Publication of US4873946A publication Critical patent/US4873946A/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B25/00—Engines characterised by using fresh charge for scavenging cylinders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/18—Other cylinders
    • F02F1/22—Other cylinders characterised by having ports in cylinder wall for scavenging or charging
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/26—Cylinder heads having cooling means
    • F02F1/28—Cylinder heads having cooling means for air cooling
    • F02F1/30—Finned cylinder heads
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two

Definitions

  • This invention relates to a two-cycle internal combustion engine.
  • a piston In a two-cycle internal combustion engine, a piston is arranged in a cylinder in such a manner that it can perform a reciprocating movement therein.
  • This piston is connected with a crankshaft through the intermediary of a connecting rod.
  • the movement of the piston toward top dead center introduces a air-fuel mixture into a pre-compression chamber (crankcase) through an intake port formed in the cylinder.
  • the air-fuel mixture thus has been previously pressurized by the movement of the piston toward bottom dead center.
  • the pressurized air-fuel mixture is supplied to a combustion chamber of the cylinder through scavenging channels.
  • One end of the connecting rod is normally pivoted, through the intermediary of a bearing portion, to a piston pin mounted on the piston.
  • a two-cycle internal combustion engine having a cylinder, a reciprocating piston provided in said cylinder, a connecting rod pivoted to said piston through the intermediary of a bearing, and an intake port formed in the side wall of the cylinder so as to be opened and closed by the piston and so adapted as to supply air-fuel mixture into a pre-compression chamber (crankcase).
  • the improvement comprises a protruding edge portion formed in the lower side of the intake port adjacent to the pre-compression chamber and adapted to deflect the air-fuel mixture to be introduced into the pre-compression chamber through the intake port toward the bearing which is provided between the piston and the connecting rod and which is in the vicinity of top dead center.
  • a cut-in groove formed in said protruding edge portion and adapted to allow any remaining liquid to flow into the pre-compression chamber from the intake port.
  • the bearing between the piston and the connecting rod is forcibly-lubricated in the vicinity of top dead center with the air-fuel mixture deflected by the protruding edge portion of the intake port.
  • the remaining liquid which is generated by liquefaction of the air-fuel mixture and which tends to remain in the intake port short of the protruding edge portion is allowed to flow into the cylinder chamber through the cut-in groove formed in the protruding edge portion, thus preventing liquid from remaining in the intake port.
  • the protruding edge portion formed in the lower side of the intake port serves to deflect the air-fuel mixture toward the bearing between the piston and the connecting rod.
  • the air-fuel mixture thus deflected enables with ease forced lubrication of said bearing.
  • This enables the lubrication of the bearing to be maintained satisfactorily, thereby greatly improving the durability of the bearing. Further, this enables the load in use to be augmented.
  • the cut-in groove formed in the protruding edge portion serves to prevent the liquid generated from liquefaction of the air-fuel mixture from staying in the intake port, thereby enabling an efficient supply of the air-fuel mixture.
  • the present invention is able to provide a two-cycle internal combustion engine operating in a stable manner and having a simple structure which is easy to manufacture.
  • FIG. 1 is a schematic sectional view showing the essential parts of an embodiment of the two-cycle internal combustion engine of the present invention.
  • FIG. 2 is a schematic diagram showing a part of the engine shown in FIG. 1 as observed in the direction of arrow X in FIG. 1.
  • FIG. 1 is a schematic sectional view showing the essential parts of a two-cycle internal combustion engine to which the present invention is applied.
  • This two-cycle internal combustion engine includes a cylinder 1 in upright position extending upwards from an ordinary crankcase (not shown).
  • a piston 3 is arranged in the cylinder 1 in such a manner that it can perform reciprocating movement in the vertical direction.
  • Said piston 3 has generally a cup-like, cylindrical configuration and includes a piston pin 4 inserted into the side wall of the piston 3 in such a manner that it traverses the inner space of the piston 3.
  • An upper end portion 6 of a connecting rod 5 extending from a crank shaft (not shown) is pivoted to the piston pin 4 through the intermediary of a bearing portion 7 composed of an appropriate plane bearing or a roller bearing.
  • an intake port 8 Formed in the side wall of the cylinder 1 is an intake port 8 having an aperture facing into a pre-compression chamber 2 communicating with the crankcase, said intake port 8 being supplied with mixture of fuel, lubricating oil and air by a carburetor not shown.
  • said intake port 8 When the piston 3 moves, as shown in FIG. 1, toward top dead center, said intake port 8 is opened and communicates with said pre-compression chamber 2, thereby allowing the air-fuel mixture to be introduced into the pre-compression chamber 2.
  • the piston 3 moves downwards, the communication between the intake port 8 and the pre-compression chamber 2 is interrupted. The air-fuel mixture thus sucked into the pre-compression chamber 2 is introduced into the crankcase by further downward movement of the piston 3 and is pressurized there.
  • This pressurized air-fuel mixture is conveyed to a combustion chamber 9 of the cylinder 1 through scavenging channels by a well-known method. There it is ignited and combusted, thereby causing the piston 3 to move downwards. The combusted gas is discharged through an exhaust port 10.
  • a protruding edge 12 protruding upwards, in the direction traversing the intake port 8, is integrally formed in that portion of the lower side surface 11 of said intake port 8 which is adjacent to said pre-compression chamber 2.
  • Said protruding edge portion 12 includes a curved upper surface 13 extending from the lower side surface 11 of the intake port 8 toward the upper section of the pre-compression chamber 2. This curved upper surface 13 causes the air-fuel mixture flowing along the lower side surface 11 of the intake port 8 to be deflected toward the upper section of the pre-compression chamber 2.
  • a cut-in groove 14 with an aperture facing into the pre-compression chamber 2 is formed in the protruding edge portion 12 of said intake port 8.
  • the bottom of said cut-in groove 14 is slightly inclined from the lower side surface 11 of the intake port 8 toward the pre-compression chamber 2. Because of the cut-in groove 14 thus formed, any liquefied fuel of the air-fuel mixture and the lubricaing oil which would otherwise stay on the lower side surface 11 of the intake port 8 short of the protruding edge portion 12 flows into the pre-compression chamber 2 through said cut-in groove 14, thus preventing liquid from remaining in the intake port 8 as well as any malfunction attributable thereto.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Lubrication Of Internal Combustion Engines (AREA)
  • Cylinder Crankcases Of Internal Combustion Engines (AREA)
  • Pistons, Piston Rings, And Cylinders (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
US07/230,141 1987-08-25 1988-08-09 Two-cycle internal combustion engine Expired - Fee Related US4873946A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP1987128863U JPH0322499Y2 (enrdf_load_stackoverflow) 1987-08-25 1987-08-25
JP62-128863[U] 1987-08-25

Publications (1)

Publication Number Publication Date
US4873946A true US4873946A (en) 1989-10-17

Family

ID=14995230

Family Applications (1)

Application Number Title Priority Date Filing Date
US07/230,141 Expired - Fee Related US4873946A (en) 1987-08-25 1988-08-09 Two-cycle internal combustion engine

Country Status (4)

Country Link
US (1) US4873946A (enrdf_load_stackoverflow)
JP (1) JPH0322499Y2 (enrdf_load_stackoverflow)
DE (1) DE3827011A1 (enrdf_load_stackoverflow)
SE (1) SE501024C2 (enrdf_load_stackoverflow)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120304973A1 (en) * 2011-06-01 2012-12-06 Werner Geyer Two-Stroke Engine
US20140144396A1 (en) * 2012-11-28 2014-05-29 Andreas Stihl Ag & Co. Kg Hand-guided power tool with internal combustion engine

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59338A (ja) * 1982-06-28 1984-01-05 Japan Organo Co Ltd 強酸性陽イオン交換樹脂のナトリウム分率を測定する方法
US4651686A (en) * 1982-09-07 1987-03-24 Sachs-Systemtechnik Gmbh High-speed, port-controlled, two-stroke internal combustion engine with crankcase scavenging

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS59338A (ja) * 1982-06-28 1984-01-05 Japan Organo Co Ltd 強酸性陽イオン交換樹脂のナトリウム分率を測定する方法
US4651686A (en) * 1982-09-07 1987-03-24 Sachs-Systemtechnik Gmbh High-speed, port-controlled, two-stroke internal combustion engine with crankcase scavenging

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20120304973A1 (en) * 2011-06-01 2012-12-06 Werner Geyer Two-Stroke Engine
US8671897B2 (en) * 2011-06-01 2014-03-18 Andreas Stihl Ag & Co. Kg Two-stroke engine
US20140144396A1 (en) * 2012-11-28 2014-05-29 Andreas Stihl Ag & Co. Kg Hand-guided power tool with internal combustion engine
CN103953434A (zh) * 2012-11-28 2014-07-30 安德烈亚斯·斯蒂尔两合公司 带有内燃机的手持工作器具

Also Published As

Publication number Publication date
JPS6434413U (enrdf_load_stackoverflow) 1989-03-02
SE501024C2 (sv) 1994-10-24
DE3827011A1 (de) 1989-03-09
JPH0322499Y2 (enrdf_load_stackoverflow) 1991-05-16
SE8802955L (sv) 1989-02-26
SE8802955D0 (sv) 1988-08-23
DE3827011C2 (enrdf_load_stackoverflow) 1989-12-07

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Legal Events

Date Code Title Description
AS Assignment

Owner name: KIORITZ CORPORATION, 5-1, SHIMORENJAKU-7-CHOME, MI

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNORS:MASUDA, ISAO;FUKUOKA, TAKASHI;KOBAYASHI, FUJIO;REEL/FRAME:004976/0890

Effective date: 19880726

REMI Maintenance fee reminder mailed
LAPS Lapse for failure to pay maintenance fees
FP Lapsed due to failure to pay maintenance fee

Effective date: 19891017

STCH Information on status: patent discontinuation

Free format text: PATENT EXPIRED DUE TO NONPAYMENT OF MAINTENANCE FEES UNDER 37 CFR 1.362